Electromechanical switch-thrower.



No; 827,323.- PATENTEDJULY 31, 1906-;

' J. A. POSEY. v

ELYEGTROME'GHANIGAL SWH'GH THROWER.

APPLIOATION ram) snr'r. 1-4. 1905.

a Sums-SHEET 1.

No. 827,323. PATEN-TED JULY 31, 1906.

' J. A. POSEY.

EL EOTROME OHANIGAL SWITGH 'THROWER;

APPLICATION FILED SEPT,14.1905.

a SHEETS-SHEET a.

in: noRms PETER-8 ca wasmncrou. n. c.

- TTNITED STATES JAMES A. P.OSEY, OE IDLOTHI n TEXAS, Assieuon To POSEY AUTOMATIC SWITCHING'COMPANY, OE FORT WORTH, TExAs. A CORPORATION OF DELAWARE.

Specification of Letters Patent.

Patented July 31 1906. I

Application filed September 14, 1905. Serial No. 278.440-

. T aZZ whom it may concern:

'2 drawings, which form a Be it known that I, JAMES A. PosEY, a citizen of the United States, residing at Midlothian, Texas, have invented anElectromechanical Switch-Thrower for Railways, of which the following is a specification.

This invention relates to certain improvements in switching devices; and it consists of certain improvements of the switching devices shown and described in my pending applicationswit, an application'filed J anuary 2,1,-1905, Serial No; 242,132, and an application filed March 14, 1905, Serial No. 250,095; and the object is to simplify the construction of the devices described in said applications and to provide improvements by which the operation is facilitated.

Other objects and advantages will be fully explained inthe following description, and the invention will be more particularly pointed out in the claims.

Reference .is had to the accompanying part of this application and specification. p v Figure I is a broken railway-track, showing in plan view the arrangement of, the switching devices. Fig. II is a dia rammatic view showing a plan view of the oxes'containing the mechanical devices forthrowing the switches and illustrating the manner of applying electric power to control the operation of thev mechanical devices. Fig. III isa vertical section taken along the line w 00 of Fig. II. Fig. IV is a vertical section taken along the line y of Fig. II. Fig. V is a vertical section taken along the line 2 z of Fig. II. Fig. VI is a vertical section taken along the Fig. VII is an elevation of the circuit-changing,mechanism, the boxcover being removed to expose the mechanism contained therein. Fig. VIII is a side view of the devices for making contact with rthe trolley-wire or feed-wire for the purpose of obtaining electric power, showing one half of the contact-making devices with'the roof removed, the other half being like the half shown. Fig. IX is a sideiview-v of the other side of the devices, with the roof removed,

- shownin Fig. VIII, a portion of the end of the devices being broken and turned ninety degrees to illustrate a plan view. Fig. X is a cross-section of the'devices' shown in Figs. VIII and IX. Fig. is a cross-section of,

the switch-throwing bar and a side elevation ofthe switch-lock applied to said bar; Fig. XII is a plan view of the switch-lock, one of the locking-washers being removedand the switch-bar being broken away. Fig. XIII is a perspective view of the contacting device as'shown in Figs. VIII, IX, and X with the I view of roof and wire connections added and its application to the trolley-wire-and contact with the trolley-wheel. Fig. XIV is a perspective view of, the circuit-changing I. mechanism as shown in Fig. VII. Fig. XV is a broken lan view illustrating avariation in the lock 'or the operating-hook.-

Similar characters of reference are used to I indicate the same-parts throughout the sev-.

eral views.

I v p 70., This invention consists of the herein-described-mechanical devices,-which" are actuated by the wheels of a passing car for throwing the h t ngueof a railway, d' f I 1 certain controlling meanswhich are actuated by electric power. The motorman on a car can by the electric controlling means set the mechanical devices atwill so that the carwheel-will actuate the mechanical devices to against the rail 2, on .the opposite side of' which lies the pivoted switch-tongue 3 for tongue-shifting bar 5 is pivotally connected to the switch-tongue 3, which bar is used to 1 I turn the car from the main-line rails 2 and 6 to the branch-line rails 7 and 8 when the mo torrnan sodirects his car. The shifting-bar 5 is pivotally connected to, bell-crank levers 9 and 10, which are fulcrumed on pedestals 11'. I I i The levers 9 and 10 have upwardly-projecting lugs 12, which form the means for the engaging of these levers by an operating device.

These levers are held in place by screw-bolts 13, which engage the Pedestals 11. .The le- 4 vers 9 and 10 are actuated by a vibratable hook 14, which is provided'with a catch on' each side. Means are provided for causing r said hook to engage either one of the lugs 12 1 and thus actuate either lever 9 or lever 10;] I j The hook 14 has a rear extension 15 from its pivotal bolt 16, so that the hook will not be 5 switching the car to a branch road. A switch- Ioo I to a lug 24, projecting downwardly from the pull-b ar 17, and which is carried by the pullbar 17.

The pull-rod 18 is actuated by the wheels of passing cars by the following-deseribed means: A box 24 is bolted to the rail 2. A depressible shoe 25 is bolted to an arm 26 of a crank-shaft 27. The shaft 27 is j ournaled in bearings 28 and in the partition 29. A packing-box 30 is mounted in the partition 29 for the shaft 27 to make the part of the box beyond the partition Water-tight. A lock-nut 32 and a packing-gland 31 are provided for the stufling or packing box 30. A pull-rod crank 33 is attached to shaft 27 by means of a key 33, which is provided with a set-screw 33. The pull-rod 18 is connected to the crank 33 yieldingly. A supplemental pullrod 34 pivotally engages the crank 33, and the opposite end of this rod is threaded and screwed into a collar 35. Another collar 36 is mounted on the rod 34, and the rod moves loosely through the collar 36. A spiral spring 37 is mounted on the rod 34 between the collars and 36- A stirrup 38 is provided, and both legs thereof pass through both collars 35 and 36, and suitable nuts at collar 36 prevent the withdrawal of the stirrup from the collars. A hook 39 engages the stirrup 38, and the pull-rod 18 is screwed into the shank of the hook 39. A pipe 40 incloses the rod 18 and is connected to the box 1 and screwed into box 24. The box 1 and that part of box 24 which contains the crank and expansible connection of the pull-rod are closed water-tight by suitable covers. The pull on the rod 34 will'be against the spring 37 by reason of the collar 36, and the collar 36 pulls on the stirrup 38, which engages the hook 39. The spiral spring can be compressed more or less by screwing the rod 34 more or less into the collar 35. A pin 41 may be provided to limit the movement of the collar 36 on the rod 34. p

Electrical devices are provided for setting the hook 14 whereby a motorman on a passing car can set the hook 14 to engage either one of the levers 9 or 10. Normally this hook is not in engagement with either one of the levers. Magnets 42 and 43 are mounted in the box 1 against one end thereof. These magnets are provided with cores and armatures 44, connected to said cores. A yoke engagesloosely, by means of an elongated U- shaped recess therein, an upstanding pin 46, and this yoke is connected to the armatures 44 by means of cables or sprocket-chains 47, which turn on idle pulley-wheels 48, mounted on pedestals 49. The yoke 45 has bearings in the top of pedestals and is held on said pedestals by straps 51. If magnet 43 is energized, its armature will be drawn against the magnet and the hook 14 will be pulled toward the side of the box 1 in which magnet 43 is located, as shown in Fig. II. If magnet 42 is energized, its armature will be drawn against the end thereof and the hook 14 would be drawn toward the side of the box in. which magnet 42 is located and the hook would actuate the lever 10 when a car passed.

Means are provided for energizing the magnets 42 and 43. The trolley-wheel of the car is deflected from the trolley-wire, and contact-making bars are provided for making contact with the trelleywheel. A block of wood 53 or other suitable insulating material is placed under the trolley-wire 54. A brass saddle 55 is placed on the trolley-wire at each end of the wooden block 53 and attached to the wooden block.

Fig. VIII illustrates how the trolley-wire is bent up to go on top of the wooden block into the groove in the top of the wooden block 53. On one side of the block 33 is attached a metal bar 56, which extends uninterruptedly almost the entire length of the block 53. On. the other side of the block 53 is another metal, bar 57, which would be coextensive with bar 56 if it was not intercepted near each end by a bar of fiber 58, which is of the same size in cross-section. as the metal bar 57.

Fig. X illustrates the arrangement of the wooden bar and the metal bars, the position of the trolley-wheel being shown in dotted outline. A brass strip 59 is attached to bar 56, and a brass strip 60 is attached to bar 57. The trolley-wheel carries the electric current from the bar 56 to bar 57 and the fiber strip or bar 58 being interposed in the bar 57 for the purpose of interrupting the flow of the electric current, a roof 117 covering the contact device on the trolley-wire. The switching of the current is accomplished by a circuitchanger, which may be contained in a box 61 and located at any convenient place, as on a pole 62, which supports the guy-wire for the trolley-wire. A wire 63 is attached to the trolley-wire 54 and to the switch 64. Awire 65 continues the flow of electricity to the magnet 66, and a wire 67 completes the connection between the magnet 66 to the long metal bar 56. A wire 68 is connected to bar 57 by means of the strip or contact 60. From,the bar 57 the wire 68 leads to the switch 69. A wire leads from switch 69 to fuse-block 71, which is provided with a livehundred-volt two-ampere no-arc fuse 72. A

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[wire 73 connects thefuse 72 with the contactmaking arm 74. The arm 74 can be extend ed out onto the left or opposite side of the armature 75 in the same manner as shown in Fig. 7 to the right of magnet 66 and connecting with contacting plate analogous to plates 77 and 78. In order to make the contact more certain, if necessary, two or more sets core-armature 75 of the magnet 66, the armi 74 being connected to the core-armature 75 by a fiber plug 76, so that there will be no electrical connection between thelarm and the core-armature.- The no-arc fuse 72 is em loyed to prevent short-circuiting the lley-wire 54 in case of accidental interruption of the electric current between the fuse 72 and the operating-magnets 42 and 43 or the grounding of the current.

The arm74 carriespoints for making contact with the metal bars 77 and 78. The arm 74 stands normally in contact with the contact 78,

which is slightly elastic, so that the contact will becertain. The contact 77 is made considerably elastic, so as to prolong the contact.

The contact 77 will maintain connection for an instant even after the current ceases to flow in the ma net 66, as the contacting plate 77 will fall about half the. distance must turn his controller to cut off the main current of electricity from the car-motorwhile the trolley-wheel is passing the contactmaking devices or current-shifting devices. (The car passes the distance of the currentshiftingdevices by acquired momentum.)

While this is being done the current is flowing from thetrolley-wire 54' through wire 63, thence through magnet 66, over' terminal wire 67 to the long bar 56. It is there transferred by the trolley-wheel to the short bar 57, thence over wire 68 to switch 69, thence over wire ,7 0 to fuse-block 71, through fuse 72, thence over flexible wire 73 to arm 74, thence to plate 78, thence over wire to magnet 42 in ox 1. This will energize magnet 42 and draw the hook 14 to that side of the box to engage lever 10, and the wheel of the car will strike the shoe 25 and shift switch-tongue 3,

During this operation the plate contact-point carried by arm '74 will remain in contact with plate 78 notwithstanding that a current is flowing through the magnet 66. The reason for this is that the magnet 42 does not draw suflicient current to energize magnet 66. Hence the devices stand in position shown in Fig. VII. As soon as the trolley wheel passes the contact-making devices the motorman turns his controller to start the current through the car-motor' If the motorman wishes to direct his car to the side track, he simply leaves his controller in position with the current in communication with .the car-motor. In performing this operation the magnet 66 is grounded through the motor on the car, and therefore the motor draws suflicient current to energize magnet 66 and draw the core 75 within the magnet 66, and thus draw the contact-point carried by arm 74 to plate 77. In this case current is fed to the car-motor through wire 63 to magnet 66, through this'magnetover wire 67 to the long bar 56 on the current-shifting devices, thus takin the place of the trolley-wire. Therefore t ecurrent for-setting the devices for turning the switch-tongue to direct the car to the side track is transferred by the trolleywheel from the lon bar 56 to the short bar 57 From bar 57 t e current goes over wire 9 5 68, through switch 69, thence over wire 70 to fuse-block 71, through fuse 72, thence over flexible wire 73 into contact-arm 7 4, through plate 77, over wire 79 to magnet 43in box 1. The magnet 43 will thus be energized and. draw the hook 14 to that side of the box 1. When the car passes, the wheel will depress the shoe 25 and cause the hook 14 to engage the lever 9, as shown in Fig. II. The object in intercepting the bar 57 with fiber strips 58 is to create a blank to give time for energizing the magnet 66'before the ma nets in box 1 are energized when the control er is on. Also when the trolley-wheel is'passing off the dead before the magnet 66 is dead. If no blank was created at the commencement and at the close of operation, there would be burning contacts at plates 77 and 78 at each commencement and ateach close of the contactmaking.

A locking device is provided to lock the switch-tongue against accidental displacement. The locking devices consist of a roller 84 and a locking-plate 85 in two parts. The roller is mounted on a s indle-bolt 86, which is screwed into the pull-liar 17. The lockingplate 85 is mounted on the switch-bar 5. The switch-bar 5 is corrugated longitudinally,

and the lock has corrugations which mesh 1 with the corrugations of the bar 5. The corrugations prevent displacement of the lock by the roller 84. The two plates forming the lock. have the corners adjacent to the roller extended to form a locking-lug 87. The obj ect in making the lock in two parts is to form an adjustable lock. This can be done by spreading the two parts apart more or less to receive the roller 84 on one side or the other. Locking-washers 88 are provided for holding the locking-plates in any position in which they may be placed. The plates are cor rugated on top, and the washers are corrugated to mesh with the plates. The plates have large openings 89 to permit moving the same laterally without being limited by the bolts which hold the washers in place. The washers 88 are secured on the plates 85 by suitable bolts 90. In order to prevent the possible displacement of the hook 14, an expansion-spring 91 is secured to the forward end of the hook and the other end secured to the bolt 86. The expanded spring 91 will aid in holding the hook 14 in either of its shifted positions, though the said spring will be sufficiently yieldable to allow the ready move ment of the hook to be set as desired by the magnets 42 and 43.

I show a variation of the locking device for the hook 14. Instead of the spring 91 I may use the locking devices illustrated in Fig. XV. Bell-crank levers 109 and 11.0 are provided with suitable fulcrums. Each lever is connected to the yoke 45 by means of a link 111. The other arms of these levers are connected to the core armatures 112 by links 113. Locking-arms 114 and 115 are formed inte gral with the levers 109 and 110, respectively. When magnet 42 operates the hook 14, the arm 114 looks the hook against accidental displacement. When magnet 43 operates the hook 14 the arm 115 locks the hook against accidental displacement. Instead of attaching the magnets 42 and 43 to the end of the box, pockets 116 may be formed integral with the box 1 and the magnets 42 and 43 placed loosely therein.

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. An electromechanical switch for railways comprising a pivoted switch-tongue, a bar capable of reciprocal motion connected to said tongue, levers pivotally connected to said bar, a hooknormally disengaged from said levers, electrical devices for setting said hook to engage either one of said levers, looking devices for preventing displacement of said hook when set to engage one of said levers, and mechanical. devices for actuating said hook.

2. An electromechanical switch for railways comprising a pivoted switch-tongue, a shifting bar connected to said tongue, levers pivotally connected to said. bar, a vibratable hook normally disengaged from said levers but adapted to engageeither one of said levers, means forsetting said hook to engage either one of said levers at will consisting of a yoke engaging said hook loosely, a magnet on each side of said hook, arinatures for said magnets, means for energizing said magnets, means connecting the ends of said yoke to said armatures, and means for actuating said hook.

3. An electromechanical switch for railways comprising a pivoted switch-tongue, a shifting bar connected to said tongue, levers pivotally connected to said bar, a vibratahle hook normally disengaged from said levers but adapted to engage either one of said levers, a yoke capable of reciprocal motion and having a U-sha )ed recess for engaging said hook loosely, said hook having a pin projecting up in said recess, a magnet on each side of said hook, armatures for said magnet,

means for energizing either one of said mag nets at will, means for connecting said armatures with the ends of said yoke, and means for actuating said hook.

4. An electromechanical switching device for railways comprising a switch-throwing bar, levers )ivotally connected to said bar, a vibratable fiook adapted to engage either one of said levers, an actuating-bar carrying said hook, a depressible shoe operatively connected to said actuating-bar, and elastic devices forming a joint in said bar consisting of a collar screwed on a section of said bar, a collar loosely mounted on said section, a spiral spring on said bar between said collars, a stirrup engaging said collars and adapted to pull against said spring, and a hook connected to said stirrup and to the other section of said bar.

5. An electromechanical switching device for railways having a switch-throwing bar, levers pivotally connected to said. bar, a vibratable hook adapted to engage either one of said levers, an actuating-bar carrying said hook, a depressible shoe operatively connected to said bar, an elastic joint for said actnating-ba-r, and a waterproof box 1" or said joint and the connection of said. bar with said. depressible shoe.

6. An electromechanical switching device for railways having a switch-throwing bar, levers pivotally connected to said bar, a vibratable hook adapted to engage either one of said levers, an actuating-bar carrying said hook, a depressible shoe, a crank-shaft for said shoe, a crank rigid with said shaft, an elastic joint for connecting said actuatingbar and said crank, and a waterproof box for said crank and said joint, the journal for said crank-shaft being provided with a stuilingbox in the side of said waterproof box.

7. An electromechanical switching device comprising a switch-throwing bar. levers pivotally connected to said bar, a vibratable hook normally disengaged from said levers, electrical devices whereby a motorinan on a passing car may with the same controller for operating the car set said hook to engage either bne of said levers" carrying said hook, a de ressible shoe operatively connected to sai actuating-bar, andelastic devices forming a joint in said bar consisting of a collar screwed on. asection of said bar, a collar loosely mounted onsaid section, a spiral spring mounted on said bar between said collars, a stirrup engaging saidi collars and adapted to pull against said spring, and a hook connected to said stirrup and to the other section of said bar. I

8. An electromechanical switching device for railways comprising a switch-throwing bar, levers }pivotally connected to said bar, a

vibratable ook adapted to engage either one of said levers, electrical devices for setting said hook to engage either one'of said levers, an actuating-barcarrying said hook, a depressible shoe operatively connected to said bar, an elastic joint 'for said actuating-bar, anda waterproof box for said joint and the ponnection of said bar with said depressible ever.

9. An electromechanical switching device for railways com rising a switch-throwing bar, levers pivota ly connected to said bar, a vibratable hook normallydisengaged from said levers, electrical devices for setting said hook to engage either one of said levers, an

actuating-bar carrying said hook, a depressible shoe, a crank-shaft for said shoe, a crank rigid with said shaft, an elastic joint for connecting said actuating-bar and said crank, and a waterproof box for said crank and said joint, the journal for said crank-shaft being provided with a stufiing-box in the side of said waterproof box.

10. 'An electromechanical switching device for railways having a shifting switch-throwing bar, a locking-yoke attached rigidly to said bar and provided with a locking-lug pro j ecting therefrom,-a locking-roller yieldingly mounted and adapted to be engaged by said lug on either side thereof, and means for ex pandin said lug to make said locking devices adjusta le.

11. An electromechanical switching device for railways having a switch-throwin bar, a

locking-yoke rigidly attached to said ar and provided with a locking expansible lug projecting from the side thereof, and a roller yieldingly mounted and adapted to engage said lug on either side thereof.

12. An electromechanical switching device for railways having a switch-throwing bar, a' locking-yoke rigidly attached to said bar, the adjacent surfaces of said yoke and said bar being corrugated to mesh with each other, a lug carried by said yoke, means for expanding said lug, and a locking-roller yieldingly mounted and adapted to engage said lug on either side thereo 13. An electromechanicalswitching device for railways having a switch-throwing bar, a ar and an actuating-bar.

provided with a lug. projecting therefrom, I 1 I means for expanding said lug whereby said switching device ismade adjustable, lockingwashers forholding said yoke in place at different adjustments, and a locking-roller yieldingly mounted and adapted to'engage said lug on eitherside thereo 14. An electromechanical switching device for railways having a switch-throwing bar, a locking-yoke rigidly attached to said bar and 75 provided with a lug projecting therefrom, means for expanding said lug, locking-wash ers having the sides adjacent to said yoke corrugated, the surface of said yoke adjacent to f said washers being corrugated transversely to said bar and meshing with the corrugations 1 of said washers, and a locking-roller yieldingly'mounted and adapted to engage said roller on either side thereof I 15. An electromechanical switching device for railways having a switch-throwing bar, a locking-yoke mounted on said barand provided with a lug projecting therefrom, means; i I for expanding said lug, the adj acent' surfaces of said yoke and said bar being corrugated longitudinally to said bar, locking-washers for securing said yoke on said bar, the adjacent surfaces'of said washers and said yoke other transversely to saidbar, and a roller yieldingly mountedand adapted to; engage said lugon either side thereof. a 16. An electromechanical switching device for railways having a-switch-throwing bar, a

locking-yoke mounted'on said bar and pro- 'I'oo vided with a lug projecting therefrom, the

. adjacent surfaces of said bar and said yoke i being corrugated and meshing with each other longitudinally to said bar, locking- 1 washers for securing said yoke on said bar, 105

the adjacent surfaces of ,said washers and" -said yoke being corrugated transversely to' said bar and meshing with each other where- I by said washers hold said yoke at difierent adjustments on said bar, and a locking-roller II yieldingly mounted and adapted to engage said In on either side thereof. v

17. electromechanical switching device I for railways having a switch-throwing bar, a locking-yoke mounted on said bar and pro 15 vided with a lug projecting therefrom, said I, yoke being in two parts and each part oarrying a part of said lug-means for holding the parts of said yoke at difierent adjustments on said bar, and a locking-roller yieldingly 12omounted and adapted to engage 'saidlug on either side thereof. i

18. An electromechanical switchingdevice for railways having 'a switchthrowing bar, levers pivotally' connected to said bar, a vi.- 12 5 .bratable hook adapted to engage either one of said levers, independent magnets for setting I .said hook to engage either one of said levers,

means including a circuit-changing device for energizing either onebf said magnets at 1 0 will, and mechanical means for actuating said hook.

19. An electromechanical switching device for railways having a switch-throwing bar, levers pivotally connected to said bar, a vibratable hook normally disengaged from said levers, a magnet on each side of said hook adapted to set said hook to engage either one of said levers, mechanical means for actuating said hook, and means for energizing either one of said magnets at will consisting of a detachable electrical connection of one of said magnets with a supply source of electricity and a connection of the other one of said magnets capable of being electrically connected with the supply source of elec tricity, and a magnet in circuit with the sup ply source of electricity capable of being electrically operated through and in connection with the motor-controller on an electric car to change said connection from one magnet to the other, or such other electrical power used for moving a railway switch-tongue, electrically or electromechanically operated.

20. In an electromechanical switching device for railways, mechanical devices operable by the wheels of a passing car for opening or closing the switch-tongue of a railway, a magnet for setting said devices to open the switch, a magnet for setting said devices to close the switch, one magnet having a detachable electrical connection with a supply source of electricity, the other magnet having a connection capable of being electrically connected to the said source of electricity, and an actuating-magnet adapted to change the electrical connection of one of said magnets to the other magnet.

21. In an electromechanical switching device for railways, mechanical devices for openingand closing the switch-tongue of a railway, a magnet for setting said devices to open the switch, a magnet for setting said devices for closing a switch, contact-making plates electrically connected to each of said magnets, an actuating-magnet carrying contact-making arms and points insulated therefrom adapted to make contact with said plates, electrical connection of said points with a supply source of electricity, a safetyfuse interposed in the electrical connection between said points and the supply source of electricity, and means for energizing said actuating-magnet, said actuating-magnet being in a circuit with the supply source of electricity.

22. In an electromechanical switching device for railways, mechanical devices for opening and closing a switch, a magnet for setting said devices for closing the switch, a magnet for setting said devices for opening the switch, elastic contact-making plates connected to each of said magnets, contactcarrying arms provided with contact-making points normally in engagement with one or more of said plates and provided with other contact-making points adapted to contact with the opposite corresponding plates, a wooden block for deflecting the trolleywheel of a car from the trolley-wire momentarily, a long metal bar attached to said block on one side thereof, a shorter metal bar attached to the other side of said block, the trolley-wheel contacting with said bars, electrical connection of the short bar with said contact-carrying arms, and means of adapting the same to the trolley-wire and diverting the current without cutting or severing the trolley-wire, and a magnet electrically connected with the long bar and with the trolleywire for actuating said contactcarrying arms.

23. In an electron'iechanical switching device for railways, mechanical devices operable by the wheels of a passing car for opening and closing a switch, and electrical de vices for setting said mechanical devices to be operated by the wheels of a passing car consisting of the trolley-wire of an electric railway and a trolley-wheel, a wooden block deflecting the trolley-wheel from the trolleywire, a roof for said block, brass saddles supporting said block at each end. on the trolleywire, metal bars attached to the outside of said wooden block and forming a track for the trolley-wheel, fiber bars intercepting one of said metal bars near the ends thereof, a circuit including an actuating-magnet con nected with said trolley-wire and to the long metal bar, contact-making arms carried by the armature of said actuating-magnet, electrical connection of said arms with. said short metal bar, contact-plates, contactqpoints carried by said arms, and reduction-magnets operatively connected to said plates and to said mechanical devices.

24. In an electromechanical switching device for railways, mechanical devices operable by the wheels of a passing car for opening and closing a switch, and electrical devices for setting said mechanical devices to be operated by the wheels of a passing car consisting of the trolley-wire of an electric railway, a trolley-wheel, a wooden block for deflecting the trolley-wire from the path of the trolleywheel, a roofing mounted on said block a long metal bar on one side of said block and a shorter metal bar on the other side of said block forming a path for the trolley-wheel, a circuit-changing magnet pro vided with a core-armature electrically connected with said long bar and with the trolley-wire, arms carried by said armature and carrying contact-making points, electrical connection of said short metal bar with said arms, a safety-fuse intercepting said connection, contact-making plates, said contactmaking points being adapted to contact with either of said plates, and magnets operatively connected with said mechanical devices and electrically connected to said plates.

25. In an electromechanical switching device for railways, a switch-throwing bar, le-

vers pivotally connected tosaid bar, a vibratable hook adapted to engage either one of' said levers, independent operating-magnets for setting said hook to engage either one of said levers, means includinga circuit-chang-' ing'magnet for energizing either one of said magnets at will, means for causing said circuit-changing magnetto be energized before said operating-magnets are energized andfor prolonging the energization of said circuitchanging magnet after the energization of said operating-magnets has ceased, and me, chanical means for actuating said hook.

26. In an electromechanical switching device for railways, a switch-throwing bar, le- 1 vers pivotally connected to said bar, a vibratable hook adapted to engage eith'erone of said levers and normally, disengaged from said levers, electrical devices for setting said hook to engage either one of said levers, locking devices actuated 'by said electrical devices for preventingdisplacement of said hook when set to engage one of said levers, and mechanical devices for actuating said hook.

In testimony whereof I set my hand, in the presence of two witnesses, this 28th day of August, 1905.

JAMES A. POSEY. Witnesses:

A. L. JAoKsoN,

E. WALLINGTON; 

